Revo 3.3
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35
Maximum Alignment Limits (using stock push rod length)
Revo’s maximum toe and camber alignment settings can be limited
by the ride height setting. Do not exceed the maximum limits or you
could experience interference between suspension components.
The ride height is controlled by where the push rod is installed in
the lower suspension arm. First determine which of the following
configurations you are using:
a. Stock Configuration
– When the pushrod is in the inner position
of the lower control arm.
b. Lowered Configuration
- When the pushrod is in the middle
position of the lower control arm.
c. On-Road Configuration
- The lowest configuration. When the
pushrod is in the outermost position of the lower control arm.
d. Long Travel Configuration
– When the pushrod is in the middle
position of the lower control arm with the optional Long Travel
rockers installed.
Front Suspension
The following are suggested maximum settings for the
front suspension in order to avoid interference between
suspension components:
Rear Suspension
The following are suggested maximum settings for the rear
suspension for all configurations. Toe out is not normally used on
the rear of Revo.
TRANSMISSION TUNING
Adjusting the Slipper Clutch
Your Revo is equipped with
an adjustable Torque-Control
™
slipper clutch. The slipper clutch
is integrated into the main spur
gear on the transmission (see page
6). The slipper clutch is adjusted
by loosening the spring-loaded
locknut on the slipper shaft. Use
the supplied 8mm open-end metric
wrench. To tighten or loosen the
slipper nut, insert the 2.0mm hex wrench into the hole in the
end of the slipper shaft. This locks the shaft for adjustments.
Turn the adjustment nut clockwise to tighten (less slippage) and
counter-clockwise to loosen (more slippage). The slipper clutch has
two functions:
1.
Limiting the engine’s torque output to the wheels to prevent
wheelspin on low traction surfaces and help to prevent damage
to the gears in the transmission during on-throttle landings.
2.
Protecting the drivetrain from sudden impact or shock loads (such
as landing from a jump with the engine at full throttle).
From the factory the slipper clutch is set for minimal slippage, just
enough to protect the drivetrain from shock loads. On slippery, low
traction surfaces such as a hard-packed, dry racetrack you may benefit
from loosening the slipper adjustment nut to allow for more clutch
slippage. This will make the truck easier and more forgiving to drive
by helping to reduce the amount of wheel spin. Loosening the slipper
adjustment can also improve performance on extreme high traction
surfaces by preventing the front end from lifting off of the ground when
accelerating. Make slipper adjustments in small 1/8 turn increments.
The maximum tight setting for the slipper is just at the point where
there is little or no tire slippage on a high traction surface such as
carpet or a prepared racetrack. The slipper should not be tightened
to the point that clutch slippage is completely eliminated. Do not
overtighten the slipper nut or you could damage the slipper bearings,
pressure plates, or other components.
BASIC TUNING ADjUSTMENTS
Configuration
Available
Camber
(degrees)
Available Toe
(degrees)
Toe In Toe Out
Stock
+3 to -1
1
1
Lowered
+3 to -5
3
3
On-Road
+3 to -5
3
3
Long travel
+3 to -1
1
1
Configuration
Available
Camber
(degrees)
Available Toe
(degrees)
Toe In Toe Out
All
+3 to -5
3
2
